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General Purpose Vs Special Purpose Couplings PDF
General Purpose Vs Special Purpose Couplings PDF
by
Jon Mancuso
Engineering Manager
Kop-Flex Inc.
Baltimore, Maryland
INTRODUCTION
Flexible couplings are a vital part of a power transmission
system. What type is selected, how much the coupling costs, and
how much effort one spends on selecting a coupling and deter
mining how it interacts with a system should be a function of the
cost of the equipment and how critical it is to the plant. In some B
cases, the coupling used will be a general purpose coupling and
the selection process will take little time.
®
However, for more critical equipment, the coupling used
maybe a special purpose coupling and the selection process may
take a great deal of time. When selecting couplings, one must
also consider the application and past experience. One must 6 -- J L -- 6
evaluate the coupling's initial cost and also the ease of mainte
nance and replacement of the flexible elements, along with the c
lubrication schedule or lack of it. Then one must trade off
features and characteristics of available couplings and pick the Figure 1. The Three Basic Functions of a Flexible Coupling.
best one suited for the application.
The American Petroleum Institute (API) has a detailed spec
ification for "Special-Purpose Couplings For Refinery Service," Transmit Power
API 671. But not much is said about general purpose couplings
in API 610 titled, "Centrifugal Pumps for General Refinery Couplings are primarily used to transmit mechanical power
Service" (Seventh Edition). This specification states that cou from one machine to another.The power is in the form of
plings must have a diameter concentric to the bore within 0.003 mechanical torque at some speed, or work per unit of time, In
TIR to aid alignment. This standard also requires that couplings general, the power lost by a flexible coupling is small, although
meet balance requirements of AGMA 515 class 8, (Note: the some couplings are more efficient than others.
latest AGMA balance specification is AGMA-9000 which su
Misalignment
persedes AGMA 515). There are not many other industry stan
dards that specify any additional requirements for couplings. Flexible couplings must accommodate three types of mis
More importantly, these specifications and requirements do not alignment (Figure 2):
167
168 PROCEEDINGS OF THE TWENTY-THIRD TURBOMACHINERY SYMPOSIUM
• Parallel offset the axes of connected shafts are parallel but The mechanical element types generally obtain their flexibil
not in the same straight line ity from loose-fitting parts or rolling or sliding of mating parts
or from both. They require lubrication unless one moving part is
• Angular the axes of shafts intersect at the center point of the
made of a material that supplies its own lubrication need (e.g.,
coupling, but not in the same straight line.
a nylon gear coupling). The elastomeric element types obtain
• Combined angular and offset the axes of shafts do not their flexibility from stretching or compressing a resilient mate
interest at the center point of the coupling and are not parallel. rial (rubber, plastic, etc.). The metallic element types obtain
their flexibility from the flexing of thin metallic disc or
diaphragms.
tion. These have much lower torque capacities than the all-steel loads by 10 to 30 percent. They have two hubs with serrations
couplings and are used mainly on small pumps. (grooves) rather than teeth. The grooves are connected by a steel
Grid Couplings grid. A cover keeps the lubrication in. The covers are either
vertically split or horizontally split. These couplings do not
Grid type couplings are very similar to gear couplings. Usu transmit as much power (per the same outside diameter) as gear
ally composed of all metal they have some degree of resilience. couplings, but are usually less costly. Grid couplings are used
These couplings can dampen vibration and reduce peak or shock for medium and small equipment applications.
170 PROCEEDINGS OF THE TWENTY-THIRD TURBOMACHINERY SYMPOSIUM
Compression Donut Couplings multiple thin discs rather than one thick disc/link, because
stresses from misalignment are proportional to T3 vs Ne. These
Compression donut couplings have a precompressed elastic couplings are used in medium size equipment applications. If the
element. Screws force the donut to a smaller diameter. All legs misalignment is beyond 1/2 to 3/4 degree during operation, the
of the donut are in compression before the load is applied. flexible element will probably fail in fatigue.
Medium and some small equipment incorporate these couplings.
SPECIAL PURPOSE COUPLINGS
Block Couplings
This category of couplings is thoroughly covered in API 671.
Block couplings use rubber in compression. The rubber blocks
There are two categories "lubricated" and "nonlubricated."
are installed in cavities formed by internal sleeve blades, exter
There is some older equipment that still use "lubricated" cou
nal hub blade and two end plates. This type is unique among
plings. Most new equipment or upgrade equipment will have
couplings due to its "fail-safe" feature. If the elastomer fails the
"nonlubricated" couplings. Generally, the types are gear cou
coupling may run for sometime on the metal blades. These
pling (mechanical element) that require oil or grease lubrication
couplings can provide up to 1/2 degree of misalignment and
and metallic element types that require no lubrication. There are
parallel offset capabilities of 1/64 in to 1/4 in. Sometimes
many subgroups for gear couplings, however, they are only
medium and small equipment will use these couplings, because
variations, these couplings are usually made of alloy steel and
if properly aligned they require no maintenance (except for
have surface hardened teeth (usually nitrited). There are two
replacement of blocks every three to five years).
primary types of nonlubricated couplings (metallic element
Jaw Couplings couplings) these are used for special purpose applications; the
diaphragm type and the disc type. For some large equipment
Jaw couplings have their elastomers in compression. The flex elastomeric element type are used, these couplings are covered
element can be one piece or split to facilitate replacement. They in Appendix 5 of API 671.
also have a "fail-safe" feature. Flex elements are made of many
types of elastomeric materials, such as rubber, urethane. The High Performance Gear Couplings (Mechanical Element Type)
_
properties (that is, hardness, resilient, etc.) can be varied to smt
The sealed lubricated gear coupling (Figure 4) was adapted
required loads. These couplings are used primarily to accommo
and modified during the 1950s and 1960s to carry more power at
date misalignment and transmit power. Small and medium size
higher speeds. The major problem with gear couplings is lubri
equipment employs these couplings. Be careful, since so �e
cation. Grease separate under centrifugal force and over time 0-
times they are used to absorb energy and dampen loads, partic
ring type seals leak. Continuously lubricated (Figure 5) designs,
ularly when equipment is engine driven. Also be careful, because
using the coupled machines bearing oil, are more common for
some times they are used because they are torsionally soft and
these types of applications. There are several variations of
were used to tune a system out of a torsional critical mode.
designs, couplings with external teeth on or with the external
Urethane Tire Couplings teeth on the spacer in the "marine" type (Figure 6). This design
could be used with integral flanges on the machine shafts such
Common on small type equipment, urethane tire couplings
as on ship propulsion turbines and gears, hence the name "ma
have their elastomeric element in shear and are made of ure
rine" type. Reduced moment versions were readily also used. If
thane. The tires are split to enable easy assembly without
proper lubrication is maintained these coupling will and have
removing the hubs. Urethane couplings offer a high degree of
operated successfully for years. Lubrication or lack of it is the
flexibility. When the coupling fails, usually only the elastomeric
biggest cause of failure. The coupling itself tends to act as a
element is replaced,
centrifuge and separates dirt particles out of oil. This produces
Corded Tire Couplings "sludge" (Figure 7), which can cause the coupling to "lock-up,"
which causes increased equipment vibrations. The most com
Corded tire couplings also have their elastomeric elements in mon mode of failure for a gear coupling is wear due to lubrica
shear. They use a reinforced element (similar to belted auto tion problems. If proper lubrication is maintained, these couplings
tires). Because of the reinforcement in the element, the torque will, and have, operated successfully for years.
capacity is greater per outside diameter than the urethane tire
type. Most small and some medium size equipment applications
use these couplings.
. !�·
Figure 6. Special Purpose Marine Style Gear Coupling.
Diaphragm Type
The diaphragm coupling comes in two basic forms; a single
tapered profile or multiple modified profile (contoured or cut
out). Both forms have profile modification that reduce size,
HUll
Pack Adapter
Hub
Diaphragm
Figure 1 1. Marine Style Special purpose Diaphragm Coupling
(EB Welded Design).
hipping Sc� Spacer Pack
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its characteristics are better suited for the application. Get in Selection Precautions
touch with the coupling manufacturer you are considering and It is important to use the selecting process provided in the
ask lots of questions. Just changing one coupling for another coupling manufacturer's catalogue. There is no industry stan
could be exchanging one problem with another and sometimes dard that deals with coupling ratings. Not only will one find
for bigger problems, if the change is not done with some thought differences in what and how ratings are established for different
and planning. The amount of time spent in selecting a coupling types of couplings, but one may find the same type may even
and determining how it interacts with a system should be a have different ratings from different suppliers. Therefore, it is
function of the cost of the equipment and also on its criticality to important to obtain the coupling manufacturers' catalogues and
the plant, and also how much downtime it will take to replace the use their recommended procedure and service factors, if one
coupling or repair a failure. In some cases, the process may take wants to assure success.
only a little time and be based on past experience, however as the
equipment becomes bigger and is more critical to the plant Safety Factors
operation, the more detail one should get in selecting a coupling Safety factors are used in the design of a coupling. Coupling
for the equipment. designers use safety factors because there are uncertainties in
If the type of coupling is going to be changed, one should see the design. The designer's method of analysis uses approxima
that all maintenance personnel in the plant understand what will tions to model the loading and, therefore, the calculated stresses
be required. For example, changing from a gear coupling to a may not be exact. Likewise, the material properties such as
disc type coupling will require a different set of instruction for modulus, ultimate strength, and fatigue strength have associated
setting a motor on its magnetic center. Also alignment proce tolerances that must be considered.
dures are different. It is important to review all coupling changes Today, with the use of such computational tools as FEA, stress
to assure success. analysis isgenerally capable of more accurate results than in the
past. In addition, the properties of the materials used in high
INFORMATION REQUIRED TO performance products are more controlled and better known.
PROPERLY SELECT A COUPLING Therefore, couplings designed today vs those designed 20 years
ago can indeed operate safely with lower calculated safety
Preliminary Information factors. Also, the design factor for flexible-element couplings
(Minimum for General Purpose Couplings) can be lower than gear couplings simply because the "safeness "
• Type of equipment being connected by torque, because the failure mode in dry couplings is not very
sensitive to torque during continuous operating conditions.
• Shaft size and keyway information
But how safe is safe? If the coupling designer knows all, then
Other Information That May Be Important a safety factor of one (1.0) is sufficient. However, this is not
(Particularly for Special Purpose Couplings) practical or recommended.
Selection and Rating Terms Peak and maximum momentary conditions and factors of
Factor of Safety (F.S.) is used to cover uncertainties in a safety Just like continuous torque ratings, there are different
-
coupling design; analytical assumptions in stress analysis, ma ways to rate a coupling's capability to handle non-continuous
terial unknowns, manufacturing tolerances, etc. Under given peak torques or low frequency high cyclic torques. These can be
design conditions, the F.S. is the ratio of strength (or stress caused by such things as motor startups, short circuit conditions,
capacity) to actual predicted stress; where the stress is a function compressor surges, or other transient conditions. Some ques
of torque, speed, misalignment, and axial displacement. A de tions to ask are: What is the nature of the load? Is it due to a
sign factor of safety (DFS) is the factor of safety at the catalog synchronous motor startup with hundreds of high torque rever
rated conditions of torque, speed, misalignment, and axial dis sals during a daily startup? Is it a single unidirectional torque
placement. It is used by the manufacturer to establish the cou induction motor driver application?
pling rating, because it is the maximum loading that the
BALANCING REQUIREMENTS
manufacturer says his coupling can safely withstand. The factor
of safety that most would be interested in however, is the factor Like coupling ratings, when and to what level to balance a
of safety at the particular set of application loads that the coupling appears to be almost as mystifying, however, they are
coupling is continuously subjected to. We have defined this to be rather simple once a basic understanding is achieved of what
an application factor of safety (AFS). In fact, the application contributes to unbalance and how it affects a system. Once this
factor of safety is the measure of safety which answers the is understanding is obtained, the "arbitrary balance limits" can
question "How Safe Is Safe?" It is by definition a measure of the be put into perspective.
"safeness" under actual operation.
Why a Coupling is Balanced
Service Factor (application factor or experience factor) (SF)
is normally specified by the purchaser (although assistance is One important reason for balancing a coupling is that the force
sometimes given by the manufacturer). It is a torque multiplier. created by unbalance could be detrimental to the equipment,
It is applied to the operating torque (called the normal operating bearings, and support structures.
point in API 671) of the connected equipment. The service factor The amount of force generated by unbalance is
torque multiplier is used to account for torque loads that are
beyond the normal conditions and are of a recurring nature.
Couplings are generally selected by comparing the selection F = 1.77
[ rpm
--
]2 x oz-inches = lb
1000
torque (SF x normal operating torque) to the coupling's maxi
mum continuous rating. Service factors account for conditions (1)
such as a compressor fouling, changes of the pumped fluid
(molecular weight, temperature or pressure), or any other repet
itive loading conditions that may occur over 106 revolutions of
F =
microinches
1000000
x
.
we1ght x 16 [ rpm
--
1000
]2 = lb
ui 500
unbalance (potential). The residual limit is the level the a III
d 400 \ 1\ \
component or a coupling is balanced to on the balancing ma
.....
� 300
\ \ \
\ 1\ 1\
F\ \
chine. Whereas the potential limit is sum of all the parts usually
added by the square root of the sum of the squares of the � A ,a C D
\
E G
\
contributors to the coupling "real" unbalance. ..... 200
��� 'l � o\
�
�
The amount of coupling unbalance can be satisfactorily toler LOW Sf I�
>-
ate by any system is dictated by the characteristics of the specific ZON
m�
connected machines and can best be determined by detailed
100
��
analysis or experience. Systems insensitive to coupling unbal 90
ance might operate satisfactorily with high unbalance values. <!> 80
:z 70
§
Conversely, systems or equipment that are usually sensitive to ::::; 60 \ \ \ '\ \
coupling unbalance will require lower unbalance limits. Factors so
\ \ \
that must be considered in determining the system's sensitivity 40 1\ \ \
to coupling unbalance include
30 1\ \ \ \ \ \
• Shaft end deflection: Machines having long and/or flexible \ \
shaft extensions are relatively sensitive to coupling unbalance. 20
• Bearing loads relative to coupling weight: Machines hav 1\ \ 1\ \ \
1\
ing lightly loaded bearings or bearings loads primarily by the
overhung weight of the coupling are relatively sensitive to
coupling unbalance. Machines having overhung rotors or weights
10
1 2 3 4 5 6 7 8 9 10
\ \ \ \ 20 30 40 50
MAXIMUM OPERATING SPEED CRPM X 1000)
are often sensitive to coupling unbalance.
SELECTION BALANCE BANDS
• Bearings, bearing supports, and foundations rigidity: Ma
Figure 15. Balance Selection, Weight Vs Speed.
chines or systems with flexible foundations or supports or
supports are relatively sensitive to the coupling unbalance.
Machine separation: Systems having a long distance be
• speed classifications. The graph has also been extended to
tween machines often exhibit coupling unbalance problems. 2000 lb.
AGMA 9000 defines balance limits as a range of unbalance
• Others: Other factors may influence coupling unbalance
expressed in microinches. The potential unbalance limit classes
sensitivity.
for couplings are given in Table 4. They are given in maximum
Table 3 is taken from AGMA. In general, the selection bands root-mean-square (rms) microinches of displacement of the
can be put into the following speed classification: inertial axis of rotation at the balance plane. Limits are given as
Low speed: A and B per displacement plane. AGMA does not address residual un
balance limits but as a general rule of thumb if the coupling or
• Intermediate speed: C, D, and E its component was to be balanced it would be to the limits shown
High Speed: F and G in Table 5.
A 5 6 7
Maximum displacement
B 6 7 8
AGMA of principal inertia
c 7 8 9
coupling axis at balancing planes
D 8 9 10
balance class (rms micrinches)
E 9 10 11
F 10 II 4 Over 32,000
G II
5 32,000
6 16,000
7 8,000
General Purpose Couplings (API 610) fall in selection band 8 4,000
C, AGMA 8 for an average system. 9 2,000
Special Purpose Couplings (API 671) fall in selection band F,
10 1,000
AGMA 11 for an average system. Figure 15 is also taken from
AGMA 9000. Superimposed on this graph are the most common 11 500
176 PROCEEDINGS OF THE TWENTY-THIRD TURBOMACHINERY SYMPOSIUM
Table 5. Practical Residual Unbalance Limits. type of balance can obtain 20W/N to 40W/N potential unbalance
limits. The lower being for couplings with no clearance and for
Residual unbalance limits couplings that are rigidized without fixtures. Caution: On as
Speed class (microinches)
sembly-balanced couplings, parts cannot be replaced without
rebalancing the coupling.
Low-speed couplings 500'
Intermediate-speed couplings 200 INSTALLATION CONSID ERATIONS
High-speed couplings 50
Most couplings failures occur relatively soon after installa
'Low-speed couplings are usually not balanced. tion or after a coupling has been taken apart and reassembled on
the equipment. Why? Because somebody didn't follow the
installation instructions supplied. They have been installing
little relationship to a system other than the couplings weight couplings for years and who needs to read those boring instruc
and the operating speed. The use of the coupling weight is used tions. Let me tell you, READ THEM!! If you do not have
because it is expected to be proportional to the weight of the instructions, get them. If you follow them you will have a very
equipment and hopefully have some reflection on the systems high probability of success.
sensitivity.
The most common is to express unbalance "U" as Things Not To Do, A Sure Way to Increase Failures
•It will not fit on the shaft. Get out the torch and heat the "H"
kW out of the hub or open up the bore until it slides on.
oz-inches = = U per balance plane (2)
N The keys are too tight. Let's grind them until they fall in.
I lost a bolt. Get one out of our bolt can in maintenance.
k = 40 to 120 for potential unbalance limits and 4 to 12 for • These bolts are snug enough.
residual unbalance limits
My pump or motor is out of balance, Let's take it all out of
W = weight of the part per balance plane (!b) (or on) the coupling.
N = operating speed of coupling (rpm)
•This part of the coupling looks bad, let's replace with a part
of another we took out last year.
•Let's put this grease in this coupling-it works good in our
Where as API 671 calls out:
bearings, why not the coupling?
Residual Limit-4W/N or 0.0008W or 0.01 oz-in, whichever
is greatest. •Check alignment? Why? It ran okay for two years with no
Potential Limit-40W/N or 0.008W or 0.1 oz-in, whichever is problem.
greatest. • Give me a coupling to fit on my 3.0 in shaft and put one
1/2 in keyway in it. No other information supplied.
Types of Coupling Balance
• We can buy this other type of coupling and it is 30 percent
Couplings are usually supplied in one of four categories as to
· less expensive than what we are using now.
balance:
•As manufactured tolerances and fits. Most couplings are Things to Do, A Sure Way to Success
supplied as manufactures with no balance. These couplings are
the majority of the general purpose couplings. The usually fall • Consider total cost. Look at initial cost versus total operat
into AGMA 7 and 8 classifications, with some of the flexible ing cost.
element type following into AGMA 9. • Provide the coupling manufacturer with as much informa
•Controlled tolerances and fits. Usually provides the most tion asjustified by criticality of equipment.
significant improvement in potential unbalance of coupling. • Don't change type of coupling just for change sake.
This can also substantially increase the price of a coupling. For
example, a gear coupling in this category would have 1/2 the • Assure maintenance people are trained properly in installa
tolerance for boring the hub to its piloting diameter. The tip tion and maintenance of the type of couplings being used.
clearance between the hub and sleeve teeth would be reduced. •Use the bolts supplied. If one gets lost, buy a spare set from
Also, this type of coupling would have pilots to control the your coupling supplier.
eccentricity of a spacer section, no longer off the shelf standard
• Use a torque wrench to torque bolts.
and may cost 2 to 3 times more. This type of coupling would
move the AGMA classification up approximately one level, • Align equipment to limits specified by equipment manufac
from the off the shelf as manufactured condition. turers and recheck whenever major maintenance is done on
equipment.
•Component balance. This can usually produce potential
unbalancevalues equal to assembly-balance couplings. Offers • Lubricate, as required with the right stuff and correct interval.
the advantage of being able to replace components (as related to
balance-some couplings are not interchangeable for other rea CONCLUSION
sons) with out rebalancing. API 671 defaults to component
The information herein is just an overview of what is impor
balance with a check on the assembly, unless otherwise stated.
tant when considering couplings for an application. The amount
Again we are looking at coupling that meet AGMA 11.
of time one spends in properly understanding, selecting, install
Assembly balance. Usually offers the best balance. De
• ing, and maintaining couplings is a function of what down time
pending on how much fixturing and the type of coupling this and maintenance cost. down time.
TUTORIAL ON GENERAL PURPOSE VS SPECIAL PURPOSE COUPLINGS 177